LARGEST PRIVATE FLEETS
SUPPORTING CLEAN TECHNOLOGIES
As our industry continues to advance, sustainability remains at the core. Hendrickson is committed to:
• Eco-Conscious Design: From material selection to manufacturing, we prioritize efficiency and innovation.
• Sustainable Components: Our products feature reduced weight, eco-friendly composites and energy-efficient processes.
• Supporting Clean Technologies: Designed to aid the adoption of sustainable solutions in global commercial transportation.
Look for this symbol—as it represents our commitment to help advance sustainability.
14 Surviving RoadCheck 2025
Knowing what inspectors are looking for is one way to keep your equipment running during the North American safety blitz. Another way is to focus on being in compliance 365 days per year.
20 Top private fleets of 2025
The annual list ranks U.S. companies by their transportation operations that support business in sectors such as retail, foodservice, sanitation, utility, energy, manufacturing, construction, agriculture, and more.
44 Drive your fleet with data
Integrating diagnostics tools into your maintenance strategy elevates the efficiency of your operations and keeps your equipment running longer. The data can be used to help determine if a truck is in good health and detect any issues before they become major ones.
Photo: 2202773716 | MattGush | Getty Images
Photo: Siwakorn1933 | 2146556009 | Shutterstock
Photo: Bendix Commercial Vehicle Systems
Photo: Sean Pavone
Photo: TCA
Online
Trump’s tari s, trucking, and transportation
Trump announced varying duties on all imports for several countries.
The president’s sweeping tari plans have created uncertainty in the market through the first months of 2025. We’re dedicating time and resources to keep you informed—beyond the mainstream headlines—on how these decisions in Washington, D.C., impact the trucking, transportation, and fleet industries with regular updates and insights at FleetOwner.com/tari s.
Online Exclusives
White papers
Let AI empower your decisions: Stop wasting time on endless reports. Discover the power of AI-driven insights to make faster decisions, save money, and optimize your fleet with this free whitepaper on trends, custom dashboards, and safety. FleetOwner.com/AIpower
Sign Up
Delivered to your inbox, FleetOwner newsletters provide regular industry news and event updates, and breaking news alerts. Manage your email subscriptions at FleetOwner.com/subscribe.
Connect with Us
MEMBERS ONLY
Vehicle reviews
Behind the wheel of GM’s lastmile EV: The 2025 Chevrolet BrightDrop is nearly ready for public fleet purchases. FleetOwner got to test out the BrightDrop 400 model for an entire week of city and highway driving. Check out the full review at FleetOwner.com/BrightDrop400.
Access comprehensive reports, engaging industry topics, and exclusive multimedia content...and best of all...it’s FREE. Register at FleetOwner.com/members.
Market Leader
Commercial Vehicle Group Dyanna Hurley dhurley@endeavorb2b.com
Editorial Director
Kevin Jones kevin@fleetowner.com @KevinJonesTBB
Editor in Chief
Josh Fisher josh@fleetowner.com @TrucksAtWork
Senior Editor Jade Brasher jade@fleetowner.com
Editor
Jeremy Wolfe jeremy@fleetowner.com
Digital Editor
Jenna Hume jenna@fleetowner.com
Art Director
Eric Van Egeren
VP Customer Marketing
Angie Gates angie@fleetowner.com
Customer Marketing Manager
Leslie Brown leslie@fleetowner.com
Production Manager
Patricia Brown patti@fleetowner.com
Ad Services Manager Karen Runion
Contributors
David Heller Jim Park
Gary Petty, Private Fleets Editor Kevin Rohlwing
Seth Skydel
Endeavor Business Media, LLC
CEO Chris Ferrell
COO Patrick Rains
CRO Paul Andrews
CDO Jacquie Niemiec
CALO Tracy Kane
CMO Amanda Landsaw
EVP/Transportation Kylie Hirko
Published by
Photo: Jade Brasher FleetOwner
Photo: White House
YOUR FUTURE WITH EAST.
The more you look at East, the more one overriding strength becomes clear: East is an investment in superior quality and value that proves itself day after day. East Dump Trailers are durable by design and stand the test of time, by a company that stands behind each panel, cross member and weld. You get the top value going in and the highest resale value coming out. So, whether you’re running one tractor-trailer or hundreds, you need reliability you can count on. Build your future with East.
Lane Shift Ahead ]
What’s your tariff temperature?
Readers are mixed on how the global Trump tariffs will impact U.S. transportation
By Josh Fisher Editor in Chief
@TrucksAtWork
A
supplier
called the immediacy an irrational action that business cannot quickly react to. While a truckload carrier believes, in the long run, it will benefit the country and his company.
IT’S BEEN A WHILE since we’ve experienced a few normal years in America. From rising political divisions to pandemics to freight recessions, the past decade has felt anything but stable. Since President Donald Trump returned to the White House, few business leaders have felt any of the economic steadiness that defined most of his first term.
The election created immediate hope of a pro-business administration taking over as a prolonged freight recession ends. Instead, we’ve been plagued with uncertainty and this will-he-or-won’t-he-impose-tariffs drama.
By the time we print and mail this issue, the president might change his mind again. But April brought new fears of an overall economic recession thanks to sweeping worldwide tariffs on nearly every country, threatening to upend global trading markets with trickle-down impacts on U.S. supply chains.
The Trump administration spent days following the April 2 tariff decrees insisting that these tariffs are here to stay and will eventually lead to renewed American prosperity of the 19th century in the 21st. It will take years to know the impacts of these decisions.
How do you feel about tomorrow?
In a snap poll FleetOwner ran online the weekend after Trump announced the global import duties—that he said would lead to reinvestments in U.S. manufacturing—more than half of transportation industry respondents said they expect the trade taxes to impact their business negatively; 30% said they expect positive impacts.
A third of respondents expect the tariffs to drive up raw material costs; 29% believe tariffs will create more domestic trucking demand. While 13% said they don’t expect tariffs to drive up operating costs, 35% believe their costs will go up by 11% or more.
Here are some comments from readers (identified by industry segment), edited for clarity, about how they think the tariffs will
impact our industry.
“Costs are going to increase across the board. Domestic suppliers will increase prices whether their costs go up or not. It will take three to five years for Trump’s plan to bring manufacturing back to the U.S., and in that time we very well could have a significant recession.” —supplier
“The immediacy of this action is irrational, and business CANNOT react this quickly without significant consequences.” —supplier
“It’s a disaster. My 401k got destroyed. It’s a tax, and it’s recessionary. We may get lower interest rates, but that will be because everyone will be out of work. Higher costs of goods, inflation, unemployment, bankruptcy.” —truckload carrier
“I think it’s a kick-ass plan to reshape our trading partnerships.” —manufacturer
“Tariffs have never been a long-term solution. In a world with global supply chains, it is only going to cause economic turmoil. Most of my business is tied to auto manufacturing and construction, industries that will be hit the hardest. —truckload carrier
“I think tariffs are a positive, overdue move for the U.S. Any impact should be short-term but worth it.” —pickup/delivery
“It is terrible.” —LTL carrier
“I have heard for years about unfair trade practices of foreign countries. It put domestic manufacturers at a competitive disadvantage. The president is trying to address this issue. In the long run, I think it will benefit the country and my company.” —truckload carrier
“He’s an idiot. Every word that comes out of his mouth is a lie. He’s surrounded himself with idiots. He’s ruining the economy here at home and alienating our allies around the world.” —truckload carrier
* * *
What’s your reaction to the turmoil? How are your operations adjusting to the challenges and opportunities ahead? Drop me a line at josh@fleetowner.com. FO
Reasons to be optimisic about freight
Despite tariff uncertainty, some carriers are in a good position for rest of ’25
by Josh Fisher
PHOENIX—Despite what happens with tariffs, freight and for-hire capacity are overdue for a shakeup. Well-managed fleets can still be optimistic about 2025.
“If you take away what’s going on with tariffs, in particular … I would have come out here and told everybody: It’s not going to be great. It’s not going to be the pandemic boom. But we are absolutely moving in the right direction,”
Bob Costello, American Trucking Associations chief economist, told fleet executives March 17 at the Truckload Carriers Association’s annual conference.
He noted that capacity is leaving the market as consumers move past the post-pandemic desire to spend more on experiences than goods. Costello expects growth in goods to outpace experiences.
With 13 straight quarters of weakening demand, trucking has been in a freight recession as the rest of the economy slowly grew. While the trucking industry has faced more significant drops in demand, this freight recession has lasted longer than any this century.
“The trucking industry has been in a world of hurt for some time,” Daniel Murray, SVP of the American Transportation Research Institute, said March 18 during the TCA convention. “If you think the numbers are bad for medium to large fleets, anybody that’s playing the spot market—which is always owner-operators, small fleets—they’ve been taking a bath over the last few years.”
Capacity cuts as demand rises
The day after Costello spoke to truckload carriers, ATA announced its ForHire Truck Tonnage Index jumped 3% in February, the most significant monthto-month increase in several years.
“This outcome fits well with our growing optimism for the truck freight market after a two-year recession,”
Costello said. “Some of the gain in February was due to accelerated imports early in the year as shippers rushed to bring products into the U.S. before tariffs hit. Even accounting for this, the first two months of the year were positive, all things considered, indicating that the freight recovery has indeed begun.”
Cash reserves built up during the pandemic boom are dwindling for ill-prepared smaller fleets on the “cusp of failing,” which could remove capacity as freight demand improves, Costello said during Truckload 2025.
“Capacity has been leaving the industry. Now, what’s happened is you haven’t always felt it because demand wasn’t very good, but that’s why I was also getting more optimistic. Just as demand starts to pick up, I’m like, ‘You’re going to start to feel it.’”
Adding to this is some fleets have not kept up with maintenance and financing payments, Costello said. “So even if the market starts to improve, as I suspect, you could still see some of these folks go under. In fact, I fully anticipate that.”
While some small carriers fell behind on truck payments, lenders have held off repossessing financed trucks, Costello
said. Instead, they allowed the owners to try to earn money with those tractors (while resale markets are low). But those lenders could change their attitudes if tariffs drive up new-truck prices and capacity shrinks, the economist warned.
“Assuming the tariffs do not hit hard, we’re going to continue to see freight improve,” Costello said. “At the same time, you’ll still see, not a lot, but a little bit of capacity leave. And that’s why things will start to feel better.”
How small carriers are surviving For-hire carriers are looking for reasons to feel better. It’s been tough since the pandemic freight boom. In 2024, contract loads were down 3% and the spot market plummeted by 30%, Costello noted, magnifying the potential financial woes of fleets living off the spot market. Those smaller carriers that found ways to diversify operations and focus on customer service appear ready for the next phase of this freight economy.
Before the downturn, Trailiner Corp., a long-haul reefer carrier with 70 trucks and an additional 75 trailers pulled by owner-operators, had 90% of its freight contracted.
Bob Costello, chief economist of the American Trucking Associations, addresses carrier executives during Truckload 2025, Truckload Carriers Association’s annual convention in Phoenix. Photo: Josh Fisher | FleetOwner
“Due to the nature of the marketplace, that has shifted a little bit lower to more like 75/25 [contract/spot], which I don’t enjoy,” Amber Edmondson, Trailiner chief executive, said during TCA.
She added that since she and some family members bought the fleet from her grandfather in 2018, they focused on diversifying their contracted customer base and freight mix. “We were heavy in produce—and we still are pretty significantly in that market—but we have tried to find other business out of those same areas that is not as seasonal and is more consistent throughout the year.”
The tough spot market is a reminder of how important customer service is for small fleets, according to Adam Blanchard, chief executive of Double Diamond Transport.
“Talk about no loyalty amongst thieves. They’ll dump you for 25 or 50 bucks—no matter how long you’ve been working with them,” Blanchard said of freight brokers and the spot market. “I would say it’s been a very unforgiving market on the spot side, whereas the customer side has been much better to us.”
Graig Morin, president of Brown Dog Carriers & Logistics, is focused on building transparent partnerships with his customers.
“Everyone’s here to make money,” Morin noted. “We will haul your freight safely. It’ll get to where it needs to be on time. Here’s what we expect in return— and that’s a decent rate that we all agreed on. And it works.”
“We’ve refused more work than we’ve brought on,” he continued. “We could have grown with a very large customer and put many trucks in there, but they didn’t pay what we wanted them to. It was almost insulting to listen to what they wanted to pay, and they told us what they were going to pay us. That’s not how we work. You might be able to get that out of somebody else.”
He acknowledged business attitudes like that might be why his fleet has held steady at 25 trucks and not grown to thousands. “But I won’t sell ourselves short,” Morin said. “We know what we
In February, ATA’s advanced seasonally adjusted For-Hire Truck Tonnage Index equaled 115.2, up from 111.9 in January. The index, based on 2015 as 100, was up 0.6% from February 2024, the second straight year-over-year increase, which hasn’t happened since early 2023.
need to make. That’s what we’re going to make. We’re all here to make a living at the end of the day—that’s the customer as well as us. So we just partner with customers that have our same mindset.”
Is this freight downturn worse?
Costello said that fleet owners and executives continually tell him this has been the most challenging market in a long time. The economist was surprised that carriers think this freight recession was worse than the Great Recession in 2008 and 1999 market crash.
In those other examples, the freight dropped more significantly but quicker, and the freight bounced back within a year—like quickly ripping off the BandAid. In “the period we’ve just gone through, we didn’t even fall 10%, but it lasted 27 months. That is just a slow, slow tearing off of the Band-Aid, and it’s why it felt so bad.”
During the previous two significant freight recessions, average rates per mile didn’t fall as much as loads—but this most recent cycle saw rates crater more than volume. ATRI’s Murray called this prolonged freight recession “death by a thousand needle pricks.”
But Murray said he’s optimistic about trucking’s bounce back thanks to a lot of good signals, such as increased housing starts, and the potential for interest rates to come down, which could also help the sluggish housing market. When
people build or buy homes, it grows various trucking operations because consumers buy more goods, such as appliances and furniture.
“If we want pricing to go crazy, maybe get five or 10% of the capacity out of the industry,” Murray said. “Well, sure enough, we’re seeing that right now during the bad economy. And we’re seeing this possibility that when the economy turns, there’ll be less capacity, and all of a sudden, pricing will go way, way up for us.”
If those small carriers and owner-operators with aging equipment living off the spot market leave and the economy can withstand tariff uncertainty, this protracted sluggish freight economy could finally be history. “I think we’re set for a turnaround that will feel good—and very, very quickly in ’25,” Murray predicted.
And for small fleets that have weathered the storm, Brown Dog’s Morin reminded his fellow truckload carriers to focus on their operations and customer value instead of worrying about big carriers.
“Focus on your customer. Don’t focus on the big guys because a lot of those things are out of reach,” Morin said. “They all started small too … Your most valuable piece is customer service. For us, if a customer has a problem, they’re going to pick up the phone and call me directly.” FO
Photo: American Trucking Associations
EPA aims to roll back emissions regulations
EPA Administrator Lee Zeldin announced the environmental authority is “reconsidering” notorious heavy-duty truck emissions standards as well as EPA’s authority to regulate greenhouse gases altogether.
“The American auto industry has been hamstrung by the crushing regulatory regime of the last administration. As we reconsider nearly one trillion dollars of regulatory costs, we will abide by the rule of law to protect consumer choice and the environment,” Zeldin said.
The agency is targeting its:
• 2024 heavy-duty greenhouse gas emissions rule, also known as GHG3,
• 2022 heavy-duty NOx rule,
• many light- and medium-duty vehicle emissions standards, and
• 2009 endangerment finding that allows EPA to regulate greenhouse gas emissions.
Zeldin made it clear that he intends to strike down the emissions standards. In announcing its reconsiderations, the agency called the Clean Trucks Plan “problematic” and pointed to the financial cost of environmental standards.
Rolling back environmental regulations was a key promise of Trump’s presidential campaign, and industry experts forecasted his administration to weaken GHG3 and other rules.
Jim Mullen, executive director of the Clean Freight Coalition, told FleetOwner that reduced regulations will allow zero- and near-zero-emissions transportation technology to develop based on market needs that eventually give fleets better choices.
“When I talk to a lot of fleet executives, that’s how they look at it,” he said during the Truckload Carriers Association’s annual convention in Phoenix on March 18. “A lot of them weren’t looking at other technologies because of the
mandates they were facing. If the mandates are reversed or rescinded, I think they’ll look at alternatives.”
Trump nominates FMCSA administrator
President Donald Trump has nominated a new administrator to lead the Federal Motor Carrier Safety Administration. Derek Barrs, associate VP of the infrastructure design firm HNTB and former Florida Highway Patrol chief, is now in line for the top job at FMCSA.
The White House quietly submitted the nomination to the Senate on Monday, March 24. As of the time of writing, no official Department of Transportation press releases or social media posts announced the nomination, which came just days
The Total Solution for Waste Hauling
Derek Barrs Photo: Flagler Schools
after FMCSA mysteriously wiped the previous acting administrator, Adrienne Camire, from its web pages. The agency told FleetOwner only that “Adrienne Camire is no longer with the agency.”
If confirmed, Barrs would bring decades of career transportation experience. Barrs is a retired highway patrol chief and current infrastructure design firm leader. He served Florida law enforcement for nearly three decades. Barrs was a deputy sheri in Madison, Florida, from 1991 to 2001, before serving as chief of the Florida Highway Patrol from 2001 to 2020.
Barrs is also listed as a member of the American Trucking Associations Law Enforcement Advisory Board to strengthen the bond between the trucking industry and law enforcement. He previously served as associate membership president and committee chairman for the Enforcement and Industry Modernization
Committee for the Commercial Vehicle Safety Alliance.
Trucking industry organizations, including the American Trucking Associations and the Owner-Operator Independent Drivers Association, congratulated Barrs on the nomination and said they hope Barrs will promote their regulatory priorities.
Cummins launches next-gen diesel engine for work trucks
Trucking industry trade shows have spent this decade highlighting potential zero-emission projects without mass adoption. But Cummins used NTEA’s Work Truck Week to remind the industry it is powered by internal combustion. Along with launching a new medium-duty diesel engine, Cummins showed o three of its latest engines for medium-duty and vocational markets: X10 diesel, B6.7 Octane, and 6.7L Turbo Diesel.
Diesel engine o ers 240 to 340 hp and 650 to 1,000 lb.-ft of
“There’s no company in America that could have a display like this. We don’t even have our heavy-duty o ering here—we would need another full booth,” boasted Jose Samperio, Cummins North America on-highway VP, during a presentation. “There is no one
The Cummins B7.2
torque. Photo: Cummins
that has this broad a portfolio of internal combustion engines in America as we do here at Cummins.”
But the big reveal was the next generation of its more than 40-year-old B-Series power platform with a new 7.2liter diesel engine for 2027—the same year that the Environmental Protection Agency’s strictest engine regulations take effect.
According to the manufacturer, the new diesel platform offers Cummins the latest technology for medium-duty and vocational applications, including pickup and delivery, utility trucks, refuse, towing, buses, and more.
FedEx:
LTL division will put up ‘quite a good margin’
Leaders of FedEx Corp. said the company’s market-leading less-than-truckload division should see revenues and operating margins grow this quarter, helped by strong pricing even though volume growth from the industrial economy remains elusive.
Speaking to analysts and investors March 20 after Memphis-based FedEx reported its quarterly results, Chief Customer Officer Brie Carere and Chief Operating Officer John Smith also said FedEx Freight teams are making progress toward spinning out of their parent company, including by adding LTL-specific salespeople. They also said they see opportunities to bring on more small and midsized businesses and intend to stay focused on growing profitably rather than using price to grab market share.
in at $2.09 billion versus $2.21 billion a year earlier. Operating costs fell slightly but not enough to stop operating income from slipping to $261 million versus $341 million.
FedExFreight’s operating margin fell to 12.5% from 15.5% in the third quarter of its fiscal 2024. Through
three-quarters of fiscal 2025, that figure was 15.3%, down from more than 19% in the two preceding years. But Carere indicated that number will climb smartly in coming quarters as FedEx Freight is counting on a pricing environment that stays “rational” and focuses on profitable growth. FO
In the three months ending February 28, FedEx Freight handled an average of 85,072 shipments per day, which was down nearly 7% from the company’s fiscal second quarter and nearly 5% from the same period a year ago. Revenue per shipment was nearly $376, down slightly from a year earlier but up more than 2% from the prior three months.
Those factors led to a 5% drop in revenues for the quarter, which came
TKSA
DING LE SLI AX
How your fleet can survive ROADCHECK 2025
Knowing what inspectors are looking for is one way to keep your equipment running during the North American safety blitz. Another way is to focus on being in compliance 365 days per year. by Jim Park
Roadcheck has a polarizing effect on truck fleets. Some love it and see it as a week-long opportunity to collect windshield decals and rack up clean inspections. Others steer clear of the scales and inspection areas to minimize the chance of getting pulled around back.
This year, the Commercial Vehicle Safety Alliance’s International Roadcheck will be held from May 13-15. A special driver focus is on hours of
service, speci cally falsi cations related to electronic logging devices. On the vehicle side, inspectors will pay particular attention to tires, including at tires, air leaks, tread depths, sidewall damage, improper repairs, etc., while also checking automatic tire in ation systems. And, of course, the regular inspection agenda will be in play too, with Level 1 vehicle inspections, driver documentation, Drug & Alcohol Clearinghouse checks, and more.
Fake driver logs
While ELDs were supposed to address this problem, the falsi cation of driver logs is apparently rampant.
“We’re seeing a drastic increase in tampering with ELD devices,” Jeremy Disbrow, CVSA’s roadside inspection specialist, said. “We’re trying to raise awareness with inspectors and industry that this is going on and to make sure industry members are checking their logs to make sure that their drivers are
not tampering with their devices.”
Falsi cation is relatively easy to detect during roadside inspections, he said. Following the Electronic Record of Duty Status transfer, inspectors compare time stamps and mileage. They can see mileage jumps where the driver may have unplugged the device, driven some distance, and plugged it back in.
“There are sequence ID numbers included in the printout. If those sequence ID numbers are duplicated or out of order, that could be an indicator that the device has been tampered with,” Disbrow explained. “It doesn’t mean it’s necessarily falsi ed, but those are red ags that are raised for inspectors.”
Inspectors are also seeing a rise in the use of “fake drivers.”
“We’ve always had fake co-drivers, even with paper logs where the driver says, ‘I just dropped them off at the truck stop an hour ago. You just missed them,’” Disbrow noted. “We are really trying to dig down into this because we’re nding that with ELDs, a lot of the time the carrier is complicit as well. They’re actually creating fake login accounts for ghost drivers, as we call them.”
Scabby tires
Roadcheck 2025’s emphasis on tires reflects their seemingly permanent ranking in the top 5 vehicle violations. Inspectors will be looking for at tires, air leaks, cuts and damage to sidewalls, tread depth, etc. As obvious as such defects are to roadside inspectors, they often escape the drivers’ notice. Sometimes, the drivers notice, but eets say to drive it anyway.
“Sometimes it’s the driver’s fault for not finding violations on their walkarounds, but we also nd motor carriers push their drivers, or maybe don’t have a safety mindset, and correct the defects that the drivers do present to them,” Disbrow explained. “We’re really trying to change that mindset at the top and hope it works its way down to the drivers.”
Inspectors this year will take a slightly different approach with automatic tire in ation systems, often giving the driver the bene t of the doubt if an in ation issue arises.
“Having a working ATIS gives a little more leeway to the driver or the motor carrier,” Disbrow suggested. “If you have an air leak in the tread, for instance, and you have an automatic tire in ation system that can keep up with your air loss, you’ll be cited for an air leak, but the tire’s not going to be placed out of out of service. “We’re just trying to make sure inspectors are giving drivers the bene t of the doubt when their tires can hold pressure.”
These special focus inspection items, by the way, are decided each year by the International Roadcheck committee, made up of 50/50 industry and enforcement members.
“From the enforcement side, we look back on previous years to see where we’re maybe falling short or could use additional focus,” he said. “From the industry side, committee members throw out ideas based on problems they are having at roadside, as well as what they’re being written up for and would like more education on.”
Roadcheck 2025 survival tips
FleetOwner polled a handful of topdrawer eets to nd out how they prepare for Roadcheck. Not surprisingly, they don’t scramble madly in the weeks leading up to the annual inspection blitz to make ready for the eagle-eyed cops. In these cases, it’s business as usual.
Mike Gomes, VP of maintenance at Bison Transport, arguably the safest eet in North America, said they do not increase scrutiny or maintenance activities leading up to the CVSA Roadcheck event.
“We are fully con dent in our current PM programs,” he said. “Our yard teams, including shunt drivers and mobile technicians, work with the drivers on a daily basis to address concerns pre- and post-trip that are shared as they arise.”
In addition to regular communications, Bison advises its team members that the event is happening to raise awareness and to encourage continued discussion on the importance of proper maintenance and operation of all its equipment.
Mike Jeffress, VP of maintenance at Maverick Transport, takes a similar approach. “We do not have any preemptive practices about future inspections,” he said. “Our culture is to do the right thing. If we end up with defects, we dive into what that defect was and how it could have been prevented. That is done monthly when we review our scores.”
Tires are part of the special focus this year, but as with any Level 1 inspection, every nut and bolt, hose, and wire get its share of scrutiny.
Photo: 2146556009 | Siwakorn1933 | Shutterstock
Maverick also sends safety messages to the fleet weekly, with a special note if an event like Roadcheck or Brake Safety Week is on the near horizon.
Joyce Sauer Brenny, president and CEO of Brenny Transportation, conducts mock Level 1 inspections with their drivers year-round at the company’s St. Joseph, Minnesota, terminal to keep maintenance and safety front of mind.
“We have a flashing sign when entering our yard, asking our drivers to stop for a DOT inspection,” she said. “The maintenance team looks at the truck and trailer, while driver support looks through the tractor book, and the safety manager audits the logs.”
Drivers with passing grades are entered into the Grand Champion of Safety award competition with prizes.
Is CVSA’s Roadcheck improving highway safety?
The Commercial Vehicle Safety Alliance’s first International Roadcheck safety campaign took place in 1988. One striking takeaway from the 36 years the program has been running is how consistent the out-of-service rate has remained.
Since truck equipment has improved over that time, and enforcement criteria have evolved, the overall OOS rate for vehicles and drivers has clung stubbornly to 20% and 5%, respectively—give or take a few points either way—year to year.
Is this the natural condition of the fleet, or can the industry do better?
Jeremy Disbrow, CVSA’s roadside inspection specialist and a former Arizona Department of Public Safety state trooper and commercial vehicle enforcement training coordinator, told FleetOwner Roadcheck isn’t about coercing fleets to improve their OOS rates with the threat of enforcement; instead, it’s an education and outreach opportunity.
“The roadside inspection at Roadcheck gives us an opportunity to work with drivers,” he said. “At other times, we work with motor carriers to change the safety mindset at the top, and hopefully that works its way down to drivers.”
Here are the top 5 out-of-service violations from Roadcheck 2024. These are much the same as the previous five years, suggesting fleets should keep a better eye on these vehicle systems for potential problems.
FIVE DRIVER OUT-OF-SERVICE VIOLATIONS (U.S.) ROADCHECK 2024
Roadside inspectors see the same violations year over year. The Commercial Vehicle Safety Alliance is out to raise awareness with Roadcheck 2025 and maybe change the violation landscape a little. Photo: Jim Park for FleetOwner
If they fail the inspection, they get re-trained on the problem issue.
Allen Lowry, VP of safety and risk management at Mesilla Valley Transportation, said safety and compliance is a highly proactive 24/7/365 effort. MVT monitors drivers’ motor vehicle records with an app called Supervision. Anytime their MVR changes, the company gets a notification.
Similarly, the safety department is notified whenever a driver gets a DOT inspection and the results are uploaded to the federal portal. They are almost instantly aware of the inspection and can coach the driver accordingly.
MVT also uses “quick safety lanes” at its terminals. Any truck returning to the yard gets a proactive once-over by the maintenance staff. Repairs are usually done immediately.
“This is business as usual at MVT. It’s over and above any of these events, like Roadcheck,” Lowry said. “But these
Roadcheck is 72 hours of high-visibility, high-volume commercial motor vehicle and driver inspection and regulatory compliance enforcement that takes place in Canada,
and
events help us sharpen our tools. They provide the opportunity to see where we might have a hole in our system and allow us to fix the problem.”
Disbrow get lots of feedback from the industry on his roadside inspections programs, and most of the questions are centered on what sort of violation will
result in a ticket. That should be the least of a fleet’s concern, he said.
“If there’s ever a vehicle or driver violation involved in a fatal collision, that’s something that could get you sued or possibly thrown in prison because of negligence. That’s what you really need to be worried about,” he cautioned. FO
Mexico,
the United States. Photo: Jim Park for FleetOwner
by David Heller
Safety blooms beyond regs
Trump administration has opportunity to follow fleets’ lead to make roads safer
SPRING HAS SPRUNG here in Washington, D.C. The cherry blossoms are in the peduncle elongation stage of their bloom cycle—a term I never imagined I would use in a column or anywhere else. While the calendar has shifted, we are still operating under a regulatory freeze, the presidential action issued by President Trump when he resumed office.
A EBs and hair follicle testing show how carriers have led the way making our highways safer without regulations. But some help from Congress and the Trump administration would move the needle for all.
Make no mistake; this is the normal course of action that traditionally occurs when our nation transitions to a new administration. However, we have seen other actions that have impacted our industry in a manner we are not accustomed to. Our industry often notes we are the nation’s most regulated
deregulated industry—and this administration is insistent on reducing those regulations further.
A January Trump executive order calls for each new regulation issued to come with identifying at least 10 current regulations to eliminate. As our industry has grown through the introduction of technology over the years, finding 10 regulations to remove might not be as difficult as we could imagine.
I continually engage with members of the Truckload Carriers Association about current regulations that could be retired since they might no longer be relevant to the industry and are unlikely to have much impact on improving safety.
As I write this column, Derek Barrs was just nominated to lead the agency tasked with promulgating most of the rules and regulations affecting our industry. Even before his Senate confirmation hearing, I know he views the job of leading the Federal Motor Carrier Safety Administration as one that will never be easy but is instrumental in improving the safety of our nation.
A long-standing safety legend told me that innovators will always beat legislators to improve fleet safety. Looking at the regulatory docket demonstrates that. Having room for regulations to move the needle to safety is paramount to achieving that goal. Fleets have long incorporated tools to make their fleets safer. Look no further than hair follicle testing for drugs and alcohol.
Although I am not the only one on the pedestal for hair follicle testing, it goes without saying that the new administrator is staring at the direction from Congress that dates back to December 2015 when it first appeared in the FAST Act. Ten years for rulemaking might be slower than a snail’s pace, but motor carriers are proceeding without a rulemaking
by implementing this alternative testing measure. Unfortunately, positive results are for their eyes only because they are unable to place those positive results into the Drug & Alcohol Clearinghouse.
The regulatory docket continues to be populated by rules likely affected by this freeze. Automatic emergency braking, known as AEB, could be in regulatory purgatory by calendar standards, but the success stories of motor carriers using this technology continue to grow. Many carriers already use this technology in new equipment because it reduces rearend collisions they have experienced.
I bring up these examples of safety-improving measures as cherry blossoms bloom along with the discussion of the next highway bill. Every five years, a new reauthorization is ready to be placed upon our country in an effort to address the shortcomings of the previous one, and this is no different.
As Congress begins the legislative process, our industry must advocate for the next significant highway bill.
Motor carriers have led the way in the regulatory agenda, AEBs, and hair follicle testing. Bragging won’t get us anywhere, but data will genuinely make a real difference to an administration seeking to improve its safety record.
As a schedule that presents the industry with opportunity, a new administration coupled with the legislative landscape is the next highway reauthorization, and the apple is ripe for incorporating rulemaking and congressional directives that can create safer highways for all users. FO
David Heller | Dheller@truckload.org
David Heller, CDS, is senior VP of safety and governmental affairs for the Truckload Carriers Association. He is responsible for interpreting and communicating industry-related legislation to TCA members.
Photo: Sean Pavone | 1089341100 | Getty Images
TOP PRIVATE FLEETS
by Josh Fisher
More than 65 new companies debut on FleetOwner 500: Private
Some of America’s best-known brands wouldn’t be where they are today without the ability to move their goods—or the equipment and tools to provide their services. Commercial vehicles and eet management make all of this possible.
Companies are constantly re-evaluating how they manage their transportation. During the pandemic, more companies saw the bene ts of controlling their capacity by growing their tractor and trailer populations. Other companies looked for competitors to acquire or re-evaluated outsourcing their transportation services.
These decisions made at large and small companies continue to signi cantly impact the FleetOwner 500: Private, our annual ranking of commercial eets for companies whose primary business is not trucking. The 2025 FleetOwner 500: Private welcomes 65 new companies to the list; ve companies moved into the top 100. We also had three companies tie for 500th place, so the FO500 actually has 502 eets in 2025.
While sanitation company WM and
utility provider AT&T swapped the No. 1 and No. 3 ranks, PepsiCo (which includes Frito-Lay) remains the largest over-the-road private eet and retained No. 2 on this year’s FleetOwner 500: Private.
The list on the following pages is dominated by sanitation, food service, and construction eets. Retail giants Amazon and Walmart remain the largest e-commerce providers on the list. We also have top 10 lists that break down companies based on types of equipment and businesses.
For eet and industry executives, these rankings offer insights into the competitive eet landscape across various vital sectors of the U.S. economy. You can nd more details on and interactive versions of the list at FleetOwner.com/FO500Private25.
Methodology
This is the third FleetOwner 500: Private list since revising how we gather the data that makes our lists. Since 2023, we have partnered with the analysts at ProsperFleet, which primarily
45. Vestis
62. U.S. IBM
71. Summit Materials
86. SiteOne Landscape Supply
91. Keystone Cooperative
relies on the most recent information companies led on form MCS-150 with FMCSA to count power units, trailers, and drivers. This ensures a consistent playing eld for all carriers operating in the U.S.
Analysts at ProsperFleet also use the companies’ websites, press releases, and hierarchy from their business databases to roll USDOT operating entities into a single parent company. ProsperFleet then cleanses, validates, standardizes, and enhances company and contact information to create a complete eet view.
For companies with subsidiaries and divisions with USDOT numbers, the vehicle counts of the subsidiaries are in the parent company’s total on the FO500. FO
45
52
53
58
CONFIDENCE AT EVERY TURN
NO MATTER THE DISTANCE
Continental long-haul and regional tires are designed to keep your fleet moving efficiently, mile after mile. Built to endure the rigors of long-haul routes, our tires offer unmatched strength and longevity. Advanced tread designs reduce rolling resistance, saving you money on fuel without compromising performance. From tire management systems to 24/7 roadside assistance, we provide products and solutions that give you confidence at every turn.
Conti
149
150
199
203
253
300
ISUZU PRODUCTION PLANT GREENVILLE
348
350
CONTROL of Your System
Feeling Stuck?
Is your TMS holding you back? With McLeod Software, you gain access to advanced process automation, insightful decision support, flexible configurability, and optimized planning and execution tools. Plus, you’ll benefit from the
TOP TEN TRAILERS
technology analy zes the condition o
TOP FLEETS BY BUSINESS CATEGORY
EQUIPMENT RENTAL
LANDSCAPING/TREE CARE MANUFACTURING/PROCESSING
PETROLEUM & GASES
by Kevin Rohlwing
Imports erode truck tire market
Names you’ve never heard of are becoming major truck tire players
WHILE I DO NOT QUALIFY as a stereotypical hoarder, I tend to hang on to certain things because you never know when you will need them. I’d rather have it and not need it than need it and not have it. My filing and organizational systems lack precision and clarity, but I have hung on to a few things I can find when needed over the years.
2024 COMMERCIAL TIRE BRAND DISTRIBUTION Source: Modern Tire Dealer
1
2
9 Roadmaster 10 / 482
10 Hankook 9 / 916
I f this trend continues, the appetite for cheap imported truck tires will continue to erode domestic manufacturing and increase the dependency on offshore manufacturers and foreign governments.
Modern Tire Dealer, a FleetOwner affiliate within the Endeavor Business Media family, has assembled commercial tire “QuickStats” for decades. A lot of
the information includes market share and the most popular sizes. Recently, I came across my stash of QuickStats and have data that reflects the markets in 2004, 2014, and 2024 and how much the industry has and has not changed. At the macro level, U.S. truck tire replacement and OE shipments increased from 15.8 million replacement and 5.6 million OE in 2004 (21.4 million total) to 17.3 million replacement and 5.8 million OE in 2014 (23.1 million total). In 2024, replacement shipments grew to 21.2 million, while OE held at 5.8 million (27 million total). The domestic truck tire market has grown.
However, the newtruck tire market share experienced a noticeable shift from 201424. Ten years ago, Michelin led the U.S. market with 18%, followed by Bridgestone (17.5%), Goodyear (12.5%), and Yokohama (10%). The new QuickStats show Bridgestone is No. 1 at 14%, Michelin No. 2 at 13.5%, and Goodyear tied with Yokohama in third at 8.5%. In every case, a smaller slice of the larger pie is still a net loss, with each manufacturer losing sales.
While the top four brands all lost market share over the past decade, Continental (5% to 8%), Double Coin (4% to 5.5%), Hankook (3% to 4%), and Toyo (2.5% to 3.5%) all increased their shares. From 2014 to 2024, Falken (2.5%), Fortune (1.5%), Zenna (1.5%), Gladiator (1%), Prinx (1%), Roadmaster (1%), and Westlake (1%) reached the required 1% of the market to be listed.
Where did the rest of the market go? In 2014, the “others” category (brands with less than 1%) was 5.5%. A decade later, that number is up to 14.5%. Offshore imports with names you’ve never heard of are growing in the tire market.
This shift also affects truck tire retreading. Retreading (16.6 million
in 2004, 15.6 million in 2014, and 15 million in 2024) shows a slow decline due to more low price imports. For fleets, purchasing new tires with quality casings for multiple retreads offers the lowest operating costs. Fleets with no intention of retreading opt for disposable tires at bargainbasement prices to save money. The most environmentally friendly option for supplying truck tires is becoming less of a choice.
A major contributor to this is that most popular replacement and OE sizes have not changed much for members of the U.S. Tire Manufacturers Association. From 2014 to 2024, the 295/75R22.5 was the most popular size in both categories, with 28.9% of the replacement market and 39.7% of OE in 2014, and 29.1% replacement and 29.6% OE in 2024. Not far behind, the 11R22.5 held the No. 2 slot in 2014, with 22.2% replacement and 26.9% OE, and 22.5% replacement and 29.3% OE in 2024. Two sizes continue to account for half of USTMA production, which is great news for fleets because there are a ton of options in those sizes. It’s even better news to offshore manufacturers because they only have to build two sizes.
No one can predict what will happen over the next 10 years, given what’s happened over the past decade or two. The delicate balance I wrote about earlier appears even more fragile than I thought. If this trend continues, the appetite for cheap imported truck tires will continue to erode domestic manufacturing and increase the dependency on offshore manufacturers and foreign governments. FO
Kevin Rohlwing | krohlwing@tireindustry.org
Kevin Rohlwing is the chief technical officer for the Tire Industry Association. He has more than 40 years of experience in the tire industry and has created programs to help train more than 220,000 technicians.
Latest commercial tire o erings
Rubber companies have a lot of new eet tires on the market in 2025. Find more details on all these products and more at FleetOwner.com/Tires25.
Apollo
Apollo Tires offers a range of North American commercial truck tires, including a dedicated SmartWay-approved long-haul steer EnduMile LHfront tire. The EnduMile LHfront is available in sizes 295/75R22.5, 11R22.5, and 11R24.5.
Bridgestone
Bridgestone Americas rolled out the R273 Ecopia steer tire for regional trucks and Duravis M705 for mixed eet vehicles. The R273 SmartWay-veri ed tire will be available for eets later in 2025, and the M705 will be coming out in the second half of 2025.
Continental
Firestone
Bridgestone Americas recently debuted the Firestone-branded Transforce HT3 tire for heavy-duty trucks and the CV2 for last-mile delivery vans. Both tires are engineered to provide commercial highway vehicles with performance in wet weather, low-speed re nement, and high-speed handling.
General
General Tire offers two 19.5-in. all-position tires, the RA 2 and RD 2, designed for regional and last-mile delivery use. Both tires feature durable tread compounds for enhanced mileage and mud and snow designation, suitable for on-/ off-highway and pickup and delivery applications.
Goodyear/Cooper
tires engineered to enhance durability, ef ciency, and performance. The new series features enhanced tread compounds, improved fuel ef ciency, and optimized designs for extended mileage capabilities.
Michelin
Michelin North America is expanding the Agilis HD family of tires. The Michelin Agilis HD All-Season tire is 3PMSF rated for severe snow with long-lasting traction enabled by Michelin’s Regenion technology and 3D Matrix Siping. The Agilis HD All-Season tire is designed to resist damage from curb scraping with CurbGard technology.
Ralson
The latest North American long-haul drive tire from Continental features fuel-ef ciency technology. The Conti HDL 3 EP combines high-structure carbon black and silica technology to deliver rolling resistance and durability. With a polymer matrixbound silica compound, it achieves up to 10% better rolling resistance and is SmartWay veri ed for Class 8 long-haul trucks.
Double Coin
The EPA SmartWay-veri ed FR610 from Double Coin Tires offers a low-rolling-resistance steer-position truck tire built for multiple applications. Its siping and defense grooves allow for upgraded traction and long, even wear.
Goodyear Tire & Rubber recently announced the new Cooper Work Series Regional Haul All-position 2 tire for super-regional and less-thantruckload fleets. A balanced long-haul and regional tread compound provides fuel efficiency with long miles to removal, and a scrub guard compound helps resist wear in high-scrub, super-regional, and regional applications.
Hankook
Hankook Tire has debuted its fth-generation lineup of truck and bus radial tires. These include the Smart Flex AH51/DH51/DH52 all-condition tires designed for extended mileage and lifespan. The AH51/DH52 will be available in Q2 2025 and the DH51 in Q3 2025.
Ironman
Ironman Tires introduced the I-Series Gen 2, a lineup of commercial truck
The RTR51 from Ralson Tires is designed for the trailer axle and features full-depth, multi-dimensional sipes to counter irregular wear and rib tearing. Corrugated cooling ns dissipate heat for long tread life, and a chamfered solid shoulder counters lateral forces in high scrub applications.
Toyo
Toyo Tire is expanding the size offering of its M655 Power Line later this year to include new 22.5- and 24.5-in. medium truck drive tire sizes. This will broaden the line that includes both a 19.5-in. medium truck size suitable for drive and steer applications and 17- and 18-in. sizes for light truck applications.
Yokohama
Yokohama Tire’s new 116R regional all-position steer tire is engineered to bring long tread life and durability to regional eet operations and fuel efciency for regional activity. The 116R will be available this spring in three sizes that exceed GHG Phase II MY2027 and SmartWay veri cation standards. The new BluEarth 718L premium drive tire will be available in four sizes. FO
Photo: Apollo Tires
Photo: Goodyear Tire & Rubber
Photo: Continental
NPTC’s Annual Conference and Exhibition is the marquee national private truck fleet show of the year! With 1,300+ attendees and 200+ exhibitors, this is an event you won’t want to miss. The Annual Conference features:
INFORMATION: General sessions featuring professional leadership and Driver Hall of Fame recognition award ceremonies; Certified Transportation Professional Class of 2025 graduation; industry benchmarking insights; and the latest legislative and regulatory affairs update.
EXHIBITS: A world-class exhibit hall packed with more than 200 companies offering products, resources and solutions that will increase the effectiveness of your private fleet.
NETWORKING: Unparalleled peer-to-peer interaction forged in an environment of safety, security, and discretion.
EDUCATION: More than 45 top fleet practitioners will serve as speakers and panelists at 20+ workshops showcasing the latest, most innovative and best ideas in private fleet management.
BEST PRACTICES: More than 20 best practices breakfast roundtable sessions in which private fleet professionals share in a culture of trust and confidentiality – challenges and opportunities.
RECOGNITION: Honoring the private fleet community’s best and brightest practitioners for achievements in safety, leadership, and certification, and for their years of innovative leadership and contributions to the industry.
SOCIAL: Meals, events, and activities that create an engaged learning atmosphere.
LOCATION: A great location with numerous flight options from anywhere in the country.
TURN YOUR FLEET INTO A POWERHOUSE
Integrating diagnostics tools into your maintenance strategy elevates your operations and keeps your equipment running longer. by Seth Skydel
The bene ts of diagnostics are clear to Jerry Greiner, VP of business operations, procurement, and eet management at Transervice. “The data will give you an overall picture of the truck’s health and can help detect issues early before they become major problems,” he said.
“Diagnostics can also help focus your efforts on making the correct repair,” he added. “And having the data in maintenance software will bene t future technicians working on the truck by showing the history of repairs that were made.”
Chevin Fleet Solutions, a FleetWave eet management software provider, noted that while advances in telematics mean eets can gather more information, combining the data with a eet
and maintenance management system improves diagnostic information.
“This way, fault codes can be raised as defects and resolved before any serious issue or downtime occurs,” the company pointed out. “Integration lies at the heart of any good enterprise-level eet information system, and there are a huge range of bene ts to be gained from integrating telematics.”
Selecting the right tools
“When it comes to diagnostic tools, it’s important to select one that offers consistency across your entire organization,” Jason Hedman, product manager at Noregon, said. “If your intake and triage technicians scan the vehicle and generate a report, then
your repair technicians should have the same software and be able to view the same reports and information once connected to the vehicle.”
“Vehicle data is critical during the diagnostic process due to how many electronic components and sensors are on today’s trucks,” Hedman continued. “If you rely solely on dash lamps and visual inspections for diagnosis, then you’ll see a lot of return visits with issues that should have been caught the rst time.”
In the future, Noregon expects tighter integration between diagnostic tools and shop management software to streamline tasks like work orders and invoicing, he explained. “We also anticipate continued growth in remote diagnostic usage via telematics services, which brings
Photo: Bendix Commercial Vehicle Systems
important real-time health and safety information into fleet management software,” Hedman added.
Asking the right questions
Brian Mulshine, senior director of Trimble product management, pointed out that during vehicle check-in, it is crucial to view fault codes to better understand what to ask drivers. “For example, is the driver experiencing any symptoms related to the indicated fault code?” he explained.
Mulshine also noted that fleets are seeing more codes that could result from required software updates from a component manufacturer rather than an actual component failure or malfunction needing servicing. “There are more than five computers on a truck today broadcasting over 2,000 fault codes, but it’s important to note that many of these are simply informational,” he said.
“Diagnostic data can, in many cases,
help a knowledgeable maintenance manager determine proper and effective actions,” Mulshine continued. “Some examples of this could be an active code that causes an engine derate condition, or the number of times a fault code has come up could point to the severity of the issue. Some codes like low oil pressure or coolant temperature would inform the driver to stop immediately to prevent catastrophic engine failures.”
Integrating with manufacturer platforms
Manufacturers’ integrated diagnostic and management solutions include the SRM Case Estimator for Uptime Pro from Daimler Truck North America. The solution connects the Decisiv Service Relationship Management and Uptime Pro dealer service platforms.
The Decisiv-DTNA integration streamlines the estimate creation and approval processes by incorporating diagnostics,
repair information, and photos from DTNA’s Express WriteUp mobile app into an SRM Case service event. The SRM Case Estimator for Uptime Pro is also integrated with Dealer Management System software and interfaces with DTNA’s Online Warranty Link (OWL) system a well as its VIP truck specs database.
Hundreds of dealers have the Decisiv SRM Connector for the Cummins Guidanz servicing suite. The Cummins Guidanz integration incorporates critical asset repair and diagnostic information into a service event in the SRM Case management application. It provides technicians with real-time access to proven Cummins expertise at the point of service.
Connecting diagnostic and service management systems
The recent integration between Diesel Explorer Pro diagnostic software from
Diesel Laptops and the Decisiv SRM platform facilitates diagnostic scanning and automated service case creation.
“By integrating Diesel Explorer Pro with Decisiv’s SRM platform, we’re helping repair facilities and eets eliminate time-consuming data entry, accelerate repair decisions, and get trucks back on the road faster,” Tyler Robertson, CEO of Diesel Laptops, said. “This partnership is all about reducing downtime and improving ef ciency for everyone involved in the service process.”
The Decisiv integration with Diesel Explorer Pro automates case creation and updates from diagnostic data. Diesel Laptops offer the solution as part of a diagnostic software subscription. Diesel Explorer reads all diagnostic trouble codes and faults from standard vehicle modules. A paid option allows for bidirectional commands such as diesel particulate lter regenerations or aftertreatment resets and the ability to detect emissions tampering with Detroit, Cummins, and International engines.
“Diagnostic data captured through Diesel Explorer Pro is automatically transferred into Decisiv’s SRM platform, which eliminates the need for manual data entry, reducing errors and increasing accuracy,” Kyle Cooper,
managing director of SaaS at Diesel Laptops, explained. “The system instantly gathers information, including the VIN, mileage, and fault codes, which helps service advisers identify issues before the inspection even begins.”
“Once a vehicle is in a shop bay, technicians can use the detailed fault data to streamline inspections, prioritize repairs, and ensure accurate documentation throughout the entire service and repair process,” Cooper added.
Fault code data from Diesel Laptops is also fed into the Pitstop management platform. The integration enables maintenance teams to anticipate and
understand vehicle issues. According to the company, the AI-driven algorithms can produce an average time savings of 10 hours per week in diagnostic time.
Improving safety with diagnostic data
TJ Thomas, Bendix marketing and customer solutions director, sees value in diagnostic code data. “DTCs and messages from ADAS systems are getting more attention from eets and telematics carriers to help verify that the safety systems are operational,” he said. “This can help eets determine when systems go of ine and a possible cause.”
“ADAS systems are starting to put out more prognostic-type information that makes it more straightforward for eets to better optimize wear part replacement cycles,” Thomas added.
For example, Bendix’s newest diagnostic software, ACom AE, covers all Bendix electronic systems and ECUs for ABS, ESP, Wingman Fusion, SmarTire, Intellipark, and more. Supported by Cojali and modeled on its Jaltest diagnostic software, Bendix ACom AE assists technicians when diagnosing and troubleshooting tractor and trailer electronic products and provides features like DTC reporting and bidirectional communication that enables con guration, calibration, and testing, Thomas said.
When connected to a vehicle, Bendix ACom AE detects and gathers active
For a better understanding of the questions to ask the driver, it is important to view fault codes during vehicle check-in. Photo: Trimble Diesel Explorer reads all diagnostic trouble codes and faults from standard vehicle modules. Photo: Diesel Laptops
and inactive diagnostic troubleshooting codes from Bendix and R.H. Sheppard electronic control units and key ECUs, such as the engine and transmission.
For the Bendix AD-HFi air dryer with electronic pressure control, the company’s Electronic Air Control (EAC) software provides diagnostics that help fleets get the most out of air dryers and cartridges. As part of the EAC software, air dryer status messages are provided via the J1939 network, with the capability to monitor excessive air demand, which could indicate leaks in the system.
“The software is programmed to know what a nominal duty cycle is for that compressor and how much air it should be producing so it can send a diagnostic code if something isn’t operating correctly,” Thomas explained.
Bendix also offers iSense Pro, which broadcasts rotor and pad life remaining percentages using pad wear sensing technology. The system reduces maintenance costs by continuously monitoring pad and rotor life at all wheel ends and alerting fleets via telematics when service is required, Thomas related. “Early detection of worn components helps prevent costly damage and enables fleets to proactively arrange optimal maintenance schedules,” he said.
Service provider, fleet advantages Across the board, for all makes and models of vehicles and their many systems and components, all-inclusive diagnostic tools have advantages for fleets and service providers.
TEC Equipment, a Portland, Oregon-based service provider with more than 35 locations, was using various OEM diagnostic tools, noted Jacob Klein, technical trainer. “As our customers started to diversify their fleets, we needed more information and a tool that could do everything,” he said.
“Implementing Noregon JPRO to scan all components on a vehicle, regardless of make and model, ensures we have visibility into all problems,” Klein continued. “It also allows us to work on a
variety of vehicles without having to utilize various tools. As a result, this has allowed each of our shops to save money and reduce dwell time.”
One of the features of JPRO that TEC technicians use is Fault Guidance, an embedded troubleshooting application.
“It’s a quick tool,” Klein said. “Once
you’re hooked up to a vehicle, you click a button, then click which fault code you want to troubleshoot, and all the necessary information is there. That provides accurate and easy-to-follow troubleshooting steps and wiring diagrams, which has resulted in faster and more efficient service.” FO
by Gary Petty
Merchandiser with a heart
Ocean State Job Lot eyes future with commitment to values
AS A PRIVATELY HELD discount retail chain founded in 1977, Ocean State Job Lot operates 153 stores throughout New England, New York, New Jersey, and Pennsylvania. The company employs approximately 5,600 employees and operates one of the largest distribution centers in Rhode Island, with 1.3 million sq. ft. of storage space, 134 doors, and 88,000 pallet positions. Annual sales exceed $800 million.
As a recipient of prestigious awards and accolades, including recognition for fleet management excellence, OSJL continues to grow, innovate, and support its dedicated team.
OSJL specializes in selling brandname merchandise at closeout prices, with a mission to provide exceptional value to its customers while supporting numerous causes that include feeding the hungry, helping the homeless, assisting veterans and military families,
aiding animal rescue, caring for children, advancing healthcare, supporting the arts, and promoting learning through its Charitable Foundation.
The OSJL Charitable Foundation is a philanthropic leader in the retail industry. In 2023, the foundation supported 710 nonprofit organizations through its “Close to Our Heart” program, which enables OSJL store teams to make decisions about local charities to support. The foundation provided millions of meals to individuals and families struggling with food insecurity through its “Three Square Meals” program.
Through its “Buy-Give-Get” programs, the foundation partnered with OSJL customers to supply a record 63,000 warm coats to veterans and 36,000 backpacks to children of military families. Through its “To the Rescue” initiative, donations were made to more than 190 animal welfare organizations through pet supplies, pet food, and cash donations.
Jeff Smith, OSJL senior manager of transportation and logistics, has been recognized as a fleet management expert and is a 20-year veteran of the Rhode Island Air National Guard. Smith has been actively involved with NPTC for more than a decade and is a frequent speaker at NPTC conferences and webcasts.
“I really enjoy being a part of the Council, one of my favorite organizations,” Smith said. “There is so much ROI available. The biggest value for me is the open environment of networking with hundreds of fleet professionals I’ve come to know over the years. The benchmarking reports are invaluable to our fleet operations.”
OSJL’s private fleet is an integral element that contributes to the company’s success as it becomes less reliant on
external carriers. The fleet includes 70 CDL Class A drivers, 63 power units consisting primarily of day cabs, some sleeper cabs, 588 dry van trailers, two refrigerator trucks, one flatbed truck, and 88 container chassis.
“Our fleet oversees 100% of outbound shipments and manages 56 to 60% of inbound ones,” Smith said. “Throughout 2023, we executed 16,975 deliveries, drayed 2,107 containers, and coordinated a total of 3,000 inbound shipments utilizing a blend of our private fleet and third-party services.”
Safety at Ocean State is of utmost importance. A dedicated transportation safety manager was recruited to oversee the fleet and the installation of cameras in the cabs. A lead-driver training initiative was recently launched, and drivers undergo training using the Smith System.
“We’re implementing a systematic equipment replacement schedule, establishing a comprehensive accident investigation protocol, and prioritizing premium truck specifications such as disc brakes,” Smith explained. “In the past year, our vigilant cost management in areas like drayage, detention, and demurrage fees has yielded savings exceeding $1 million.”
As a recipient of prestigious awards and accolades, including recognition for fleet management excellence, OSJL continues to grow, innovate, and support its dedicated team. Jeff Smith embodies this dedication, leveraging his expertise and experience to drive the company’s fleet operations forward while maintaining focus on safety, innovation, and compliance. FO
Gary Petty | gpetty@nptc.org
Gary Petty has more than 30 years of experience as CEO of national trade associations in the trucking industry. He has been the president and CEO of the National Private Truck Council since 2001.
Jeffrey Smith, OSJL senior manager of transportation and logistics Photo: NPTC
122, Issue 3
30 Burton Hills Blvd., Suite 185 Nashville, TN 37215 800-547-7377 fleetowner.com
SALES STAFF
Kylie Hirko EVP/Transportation kylie@fleetowner.com
Dyanna Hurley
Market Leader/Commercial Vehicle Group 248-705-3505 dhurley@endeavorb2b.com
Peter Lovato Associate Publisher 231-233-2660 peter@fleetowner.com AL, GA, FL, LA, MS, NC, OK, SC, TX
Michael Simone Western Territory 973-713-0094 michael-s@fleetowner.com
AR, AZ, CA, CO, IA, ID, IL, KS MN, MO, ND, NE, NM, NV, OR, SD, UT, WA, WI, WY
Larry Schlagheck Northeastern Territory 248-444-1320 larry@fleetowner.com
CT, DE, IN, KY, MA, MD, ME, MI, NH, NJ, NY, OH, PA, RI, TN, VA, VT, WV
Richard A. White Business Operations Manager richard@fleetowner.com
Laura Moulton Audience Development lmoulton@endeavorb2b.com
FleetOwner, (USPS Permit 200040, ISSN 1070-194X print, ISSN 2771-5205 online) is published nine times a year in January/February, March, April, May, June, July/ August, September, October, and November/December by Endeavor Business Media, LLC. 201 N Main St 5th Floor, Fort Atkinson, WI 53538. Periodicals postage paid at Fort Atkinson, WI, and additional mailing o ces. POSTMASTER: Send address changes to FleetOwner, P.O. Box 3257, Northbrook, IL 60065-3257.
SUBSCRIPTIONS: Publisher reserves the right to reject non-qualified subscriptions. Subscription prices: U.S. $118 per year; Canada $138 per year; All other countries $175 per year. All subscriptions are payable in U.S. funds. Send subscription inquiries to FleetOwner, PO Box 3257, Northbrook, IL 60065-3257. Customer service can be reached toll-free at 877-382-9187 or at fleetowner@omeda.com for magazine subscription assistance or questions.
Printed in the USA. Copyright 2025 Endeavor Business Media, LLC. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopies, recordings, or any information storage or retrieval system without permission from the publisher. Endeavor Business Media, LLC does not assume and hereby disclaims any liability to any person or company for any loss or damage caused by errors or omissions in the material herein, regardless of whether such errors result from negligence, accident, or any other cause whatsoever. The views and opinions in the articles herein are not to be taken as o cial expressions of the publishers, unless so stated. The publishers do not warrant either expressly or by implication, the factual accuracy of the articles herein, nor do they so warrant any views or opinions by the authors of said articles.
Article Reprints — For reprints and licensing, please contact reprints@endeavorb2b.com.
Photocopies: Authorization to photocopy articles for internal corporate, personal or instructional use may be obtained from the Copyright Clearance Center (CCC) at 978-750-8400. Obtain further information at copyright.com.
Archives and Microform: This magazine is available for research and retrieval of selected archived articles from leading electronic databases and online search services, including Factiva, LexisNexis and Proquest.
Mailing Lists: Endeavor makes portions of our magazine subscriber lists available to carefully selected companies
that o er products and services directly related to the industries we cover. Subscribers who do not wish to receive such mailings should contact the Endeavor Business Media subscriber services at 800-547-7377, ext. 1500.
Privacy Policy: Your privacy is a priority to us. For a detailed policy statement about privacy and information dissemination practices related to Endeavor Business Media products, please visit our website at www.endeavorbusinessmedia.com.
This index is a service to readers. Every e ort is made to maintain accuracy, but FleetOwner cannot assume responsibility for errors or omissions.
2024 TCA Highway Angels of the Year: Honoring three truck drivers
Truck drivers Jason Corino of Melton Truck Lines, Michael Dorsey of Mercer Transportation, and Daljit Sohi of Triple Eight Transport have been named the 2024 TCA Highway Angels of the Year by the Truckload Carriers Association. These drivers were announced and celebrated at a luncheon awards program held during TCA’s annual convention in Phoenix.
Here are the stories of the 2024 TCA Highway Angels of the Year:
• On November 29, 2023, in Colorado, Jason Corino witnessed a road rage incident escalate when a car was pulled over by the police. The suspect emerged from the vehicle and opened fire on the o cer. Corino slammed on his brakes to stop tra c behind him, potentially saving lives. He also captured the incident on his truck camera, which later became evidence in the investigation. Corino’s bravery and quick thinking helped save lives and made him an invaluable witness in the investigation.
• On September 26, 2024, in Erwin, Tennessee, Michael Dorsey was loading his flatbed truck when he learned
that Hurricane Helene’s floodwaters were rapidly rising. With a nearby river swelling, Dorsey allowed 10 people to take refuge on his trailer. Dorsey and his passengers were forced to cling to the trailer, which was eventually separated by the current. Despite being knocked unconscious, Dorsey’s determination to survive led him to save six lives.
• On November 29, 2024, in western Canada, Daljit Sohi noticed a woman drop her purse at a rest stop while tending to her child. The purse contained $1,100 in cash, a gold chain, and other personal items. Sohi retrieved the purse and followed the woman and her family for three hours to return it. When he finally caught up with them and returned the purse, the woman o ered him a reward, which he declined.
Each driver will receive an EpicVue satellite TV package, which includes a 24-in. flatscreen TV, a DVR, and a oneyear subscription to more than 100 channels of DirecTV programming.
Five drivers recognized as 2025 TCA Drivers of the Year
During the annual closing banquet at the Truckload Carriers Association’s annual convention in Phoenix, TCA announced and celebrated the five winners of the 2025 TCA Professional Drivers of the Year. Chosen from a competitive group of nominees, these drivers were recognized for their contributions to the trucking industry, their commitment to safety, and their leadership on and o the road. Each driver received $20,000 and was greeted with a standing ovation during the awards ceremony.
The 2025 TCA Professional Drivers of the Year are:
• Perry Carter, Cargo Transporters
• Scott Lindsey, Cheema Freightlines
• Toby Wallis, Freymiller
• Walter Jackson, Landstar
• Gerald Rhoden, Stevens Transport
These drivers have made an impact in the trucking industry and within their communities. Their stories of
resilience, dedication to safety, and service to their local areas inspire others in the profession.
“Receiving this prestigious recognition is a reflection of the dedication, professionalism, and hard work these drivers show every day,” Jon Archard, VP of sales at Love’s Travel Stops, said. “These drivers embody the core values that we at Love’s hold dear, and we’re proud to support them as they continue to motivate and inspire others in the trucking community.”
Nominations for the 2026 TCA Professional Drivers of the Year will open this fall FO
Photo:
Photo: TCA
Photo: TCA
